"I never was worried about EGR, but I can see how the prospect of it scared people," said James Pirie, one of the presenters on "Troubleshooting '02 Engines" at the Technology & Maintenance Council's Fall 2004 Meeting. Pirie, application engineer for engineering customer relations with International...
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"The Volvo EGR system does not shut down the engine when a fault occurs. However a fault code is logged and the fault may cause the engine to be de-rated to protect the engine. The unit could still be driven to a dealer for service.
"Customers have accepted Volvo's technology as reliable and dependable," Holderfield concluded. "The most important thing for dealer technicians to do before troubleshooting an EGR-related issue is to check the Volvo Dealer Communication System, since the issue may be covered by a current or open service program. Fleet technicians should check with their dealers for the latest information."
RICH BOWES, CATERPILLAR
"We've had issues here and there-there are a lot of new engineering concepts-but we resolved them pretty quickly, and our reliability right now is on a par with all of our earlier engine products," said Rich Bowes, continuous product improvement (CPI) supervisor, Caterpillar On-Highway Engines. Bowes recently followed up on the ACERT presentation given at TMC by Caterpillar's Bob Wessels.
"The primary diagnostic tool we have is Cat ET (Electronic Technician)," Bowes said. "It's a Windows-based program that runs off a laptop. If a technician has a laptop with Cat ET and the latest upgrades-the different service packs that come out with that-he connects to the truck's ECM, and he does all the troubleshooting from there."
"We have some new components, like VVA, the Variable Valve Actuation on the ACERT engines; Cat ET has a troubleshooting check for that," he said. "You can check for fault codes; you can do injector cut-out tests and see if there's one bad injector, for instance, if you have a rough idle; and you can re-flash the ECM with different software files from Cat ET. That's the predominant diagnostic tool we've had out for five or six years, so we continue to support that, and all the new software updates go to ET. So there are no additional diagnostic tools that you have to use on the ACERT engines versus any of the older engines.
"As far as troubleshooting, there are new fault codes that will show up on ET. If there's something wrong with the variable valve actuator, it'll give a couple different fault codes that you can read, and ET will tell you what those are, and then you can refer to our troubleshooting guides to see how to check what's wrong with it.
"With Variable Valve Actuation, there could be a wiring harness issue that affects those, there's debris that gets into the oil system that feeds them that causes problems sometimes," he said. "It could be a misadjusted lash setting; things like that are basically what occurs on them. Right now the units are not serviceable-you have to replace the entire assembly-but there are three assemblies, for instance, on a C15, so whichever one you find that's got the problem, you should replace that assembly."
"Beyond the use of ET, other troubleshooting checks are more basic. Typically we look for leaks in the exhaust system, exhaust manifold leaks, turbo leaks, and charge air cooler leaks are important to check for," Bowes concluded. "There are a little bit higher boost pressures with ACERT under certain conditions, so it's important that the charge air system is not leaking, so you're not losing boost."
Whatever happened to the '02 emissions 'train wreck?' After some early stumbles, the '02 engines have proven themselves to be relatively trouble-free.